WO2012084250A1

WO2012084250A1 - Double clutch winding transmission

Info

Publication number: WO2012084250A1
Application number: PCT/EP2011/006524
Authority: WO
Inventors: Wolfgang Vöge; Arne Voigt
Original assignee: Volkswagen Aktiengesellschaft
Priority date: 2010-12-22
Filing date: 2011-12-22
Publication date: 2012-06-28
Also published as: DE102010055644A1; EP2655924B1; EP2655924A1

Abstract

The invention relates to a double clutch winding transmission (1, 22, 23, 24, 25, 26) for a motor vehicle, comprising a first transmission input shaft (3, 27), a second transmission input shaft (4, 28), at least one drive shaft (5, 6, 29, 30), a plurality of gear wheels (7 to 14), and a plurality of synchronizer devices (S1, S2, S3, S4, S5, S6, SX), wherein the first transmission input shaft (3, 27) can be connected or is connected via a first friction clutch, and the second transmission input shaft (4, 28) via a second friction clutch, to a drive motor, wherein the gear wheels (7 to 14) are arranged so as to mesh such that said gear wheels (7 to 14), which are arranged so as to mesh, form a plurality of gear wheel steps (Z2, Z3, Z4, Z5, Z6, Z7, ZR), wherein, using the synchronizer devices (S2, S3, S4, S5, S6, SX), the gear wheel steps (Z2, Z3, Z4, Z5, Z6, Z7, ZR) can be shifted in such a manner that a plurality of forward gears can be shifted, wherein at least one forward gear is designed as a winding gear and as a result the power flow (L1, L6) of the winding gear winds via at least two gear wheel steps (Z2, Z3, Z4, Z5, Z6, Z7, ZR), wherein the gear wheel steps (Z2 to Z7) associated with the forward gears in each case comprise a gear wheel that is associated with the drive shaft (5, 6, 27, 28) and a gear wheel that is associated with the transmission input shaft (3,4). The double clutch winding transmission (1) provides a high number of gears, and is also suitable for a front-transverse mount since the power flow (L1, L6 or L1, L4 or L1, L7) of the winding gear winds both via a gear wheel step (Z2, Z3, Z4, Z5, Z6, Z7) associated with the first transmission input shaft (3, 27), and also via a gear wheel step (Z2, Z3, Z4, Z5, Z6, Z7) associated with the second transmission input shaft (4, 28).

Description

description

Doppelkupplungswindungsgetriebe

The invention relates to a double clutch winding transmission for a motor vehicle having a first transmission input shaft, with a second transmission input shaft, with at least one drive shaft, with a plurality of gears and with multiple Synchronchrönisiervornchtungen, wherein the first transmission input shaft via a first friction clutch and the second

Transmission input shaft via a second friction clutch with a drive motor is connected or connected, wherein the gears are arranged in meshing so that these meshing gears form a plurality of gear stages, wherein with the

Synchronizing the gear stages are switchable so that several

Forward gears are switchable, wherein at least one forward gear is formed as Windungsgang and thereby the power flow of Windungsganges winds over at least two gear stages, wherein the forward gears associated gear stages each have one of the drive shaft associated and one of the transmission input shaft associated gear.

From DE 10 2006 054 281 a generic double clutch winding gear is known. The dual clutch winding transmission has a dual clutch with two

Friction clutches on. The two friction clutches can be coupled or coupled to a drive motor. The dual-clutch winding transmission has two transmission input shafts arranged coaxially with one another. Each transmission input shaft is assigned a partial transmission. The transmission input shafts are each connected to a friction clutch of the dual clutch. Coaxial to the transmission input shafts is one

Gearbox output shaft arranged. The dual-clutch winding transmission has a countershaft, wherein the countershaft is coupled via a rotationally connected gear stage with the transmission output shaft. The countershaft serves as a drive shaft. This drive shaft or countershaft extends parallel to the

Transmission input shafts. On the drive shaft a multi-part hollow shaft is arranged. About several gear stages are the hollow shaft parts with the first and / or the second

Transmission input shaft in conjunction. The gear stages and the hollow shaft parts are partially associated with the first partial transmission and partially with the second partial transmission. The first Windungsteilgetriebe three gear stages are assigned, and the second

Winding part transmissions are assigned to two gear stages. There are therefore provided a total of five gear stages, wherein the five gear stages on a total of five gear levels

CONFIRMATION COPY are arranged. The double clutch close Windungsteilgetriebe has the three gear stages. The power flow of at least one gear winds over several gear stages. The gear stages are formed by mutually meshing gears. The

Winding part transmissions are so independent of each other that the power flow of a Windungsganges only via the associated transmission input shaft and the

corresponding gear turn gear associated gear stages winds. Gear changes take place by overlapping opening and closing of the two friction clutches, wherein in the respective non-active Windungsteilgetriebe the next following gear is preselected. Two gear groups are formed, namely a gear group with the even gears two, four, six and eight and a gear group with the odd gears one, three, five and seven. The gangway with the even passages are through the one

Winding part gear and the gear groups with the odd gears are realized by the other Windungsteilgetriebe. As a result, the power flow winds only with the involvement of one of the transmission input shafts, wherein the Windungsteilgetriebe are independently switchable.

The aforementioned Doppelkupplungswindungsgetriebe is not yet optimally formed. To reduce emissions while driving, the operating state of the engine should be

Drive motor can be adapted as well as possible to the current driving condition of the motor vehicle. This can be achieved, inter alia, that the

Double clutch winding transmission has a high number of gears. To reduce

Emissions, it is desirable to keep the engine speed as low as possible even at high speeds, such as driving on the highway. The aim is therefore to provide a high number of gears, without violating the tight space restrictions, which are specified by the vehicle manufacturer. The generic

Doppelkupplungswindungsgetriebe is too long for a front / transverse installation and therefore not yet optimally formed.

The invention is therefore based on the object to design a dual-clutch winding transmission such and further, so that the Doppelkupplungswindungsgetriebe on the one hand provides a high number of gears and on the other hand is suitable for a front / transverse installation.

The disadvantages mentioned above are now avoided in that the power flow of the winding path is assigned both via one of the first transmission input shaft

Gear stage as well as over a second transmission input shaft associated gear stage winds. This has the advantage that space-saving several gear stages and

Synchronizing devices are used several times and still preferably one progressive gear ratio is approached feasible. The dual-clutch winding transmission is particularly so short in construction so that it is suitable for a front / transverse installation in a motor vehicle, especially in a car. The gear stages are assigned in particular to certain forward gears. For example, a portion of the gear stages may be associated with straight forward gears, such as forward gears two, four, and six, and other gear stages may be associated with the odd forward gears, such as forward gears three, five, and seven. The straight gear stages are the one transmission input shaft and the odd gear stages are the other

Assigned transmission input shaft. The power flow (also referred to as "power flow") of the winding gear uses both a straight gear stage and an odd gear

Gear stage. When the power flow from one to the transmission input shaft

When the power flow is transferred from a gear arranged on the drive shaft to a gear associated with the transmission input shaft, this gear stage is used "backwards". To calculate the total gear ratio of the winding, a fraction is formed, with the single gear ratio of the forward used gear stage being included in the numerator of the corresponding fraction. In the denominator of this fraction, or in the denominator of the total ratio, those individual gear ratios appear which are used in the power flow "backwards." Preferably, at most a translation of the respective gear stage of a gear adjacent to the winding path appears in the numerator

preferably only gear ratios of gear stages that are not directly to

Windungsgang adjacent forward gears are assigned. In particular, two drive shafts are provided. The two drive shafts extend in particular radially spaced apart from the coaxially arranged transmission input shafts. The

Doppelkupplungswindungsgetriebe preferably has seven forward gears. The

Dual clutch winding transmission preferably has a mechanical reverse gear. The dual-clutch winding transmission preferably provides double-geometric

Gear ratios that closely approximate progressive gear pitch, i. The higher forward gears are on average smaller increments than the lower

Assigned to forward gears. The increments (also referred to as "gear jumps") result from the ratio of the ratio of the assigned forward gear to the ratio of the subsequent, higher forward gear

Gear gradation, the increments are essentially the same size. In the case of a "double-geometric" gear ratio, the first increment of the adjacent gears in the range of the first to fourth gear is the same and the second increment in the fourth to seventh gear is the same, but the first and second increment are different, in particular the one second increment is smaller than the first Increment. The disadvantages mentioned above are therefore avoided and achieved corresponding advantages.

There are now a variety of ways, the inventive

Doppelkupplungswindungsgetriebe in an advantageous manner to design and develop. For this purpose, reference may first be made to the claims subordinate to claim 1. Six embodiments will now be described with reference to the drawings and the accompanying description. In the drawing shows:

1 is a highly schematic sectional view of an embodiment of a

bDoppelkupplungsgetriebes,

2 is a highly schematic sectional view of the first embodiment of a

Double clutch winding transmission with a power flow of a first winding gear,

3 is a highly schematic sectional view of a further embodiment of the

Double clutch winding transmission with a power flow of another winding turn,

Fig. 4 is a schematic sectional view of a second embodiment of a

Doppelkupplungswindungsgetriebes,

Fig. 5 is a schematic sectional view of a third embodiment of a

Doppelkupplungswindungsgetriebes,

Fig. 6 is a schematic sectional view of a fourth embodiment of a

Doppelkupplungswindungsgetriebes,

7 is a schematic sectional view of a fifth embodiment of a

Dual clutch winding transmission, and

Fig. 8 is a schematic sectional view of a sixth embodiment of a

Doppelkupplungswindungsgetriebes.

It may first be discussed in more detail on a first double clutch winding gear 1 with reference to FIGS. 1 to 3: In FIGS. 2 and 3, a double-clutch winding transmission 1 is shown and in FIG. 1, a dual-clutch transmission 2 is shown. On the example of the here shown

Double clutch transmission 2 and the dual clutch winding transmission 1 shown here is explained how additional Windungsgänge can be accommodated in a given space.

Fig. 1 shows the dual clutch transmission 2. The dual clutch transmission 2 is for a

Motor vehicle suitable. The dual-clutch transmission 2 has a first

Transmission input shaft 3 and a second transmission input shaft 4. The first

Transmission input shaft 3 is assigned a first friction clutch (not shown). The second transmission input shaft 4 is associated with a second friction clutch. The

Friction clutches are designed in particular as wet-running friction clutches. The two friction clutches are part of a double clutch (not shown). The double clutch is connected to a drive shaft. The drive shaft is driven by a drive motor (not shown). The dual clutch divides the torque applied to the drive shaft by means of the two friction clutches on the two transmission input shafts 3, 4. The two transmission input shafts 3, 4 are arranged coaxially with each other. The transmission input shaft 3 is arranged within the hollow transmission input shaft 4. The

Transmission input shaft 3 protrudes doppelkupplungsfern out of the transmission input shaft 4 out. The transmission input shaft 3 extends at least partially within the outer

Transmission input shaft 4.

The dual-clutch transmission 2 also has at least one, in particular two drive shafts 5, 6. The two drive shafts 5, 6 are parallel and spaced from the coaxial

arranged transmission input shafts 3, 4 arranged.

Furthermore, the dual-clutch transmission 2 has a plurality of gears 7 to 14. The gears 7 to 14 are arranged in meshing so that these meshing arranged gears 7 to 14 form a plurality of gear stages Z1, Z2, Z3, Z4. The gear stage Z1 is formed by the gears 8 and 1 1. The gear stage Z2 is formed by the gears 10 and 12. The

Gear stage Z3 is formed by the gears 7 and 13. The gear stage Z4 is formed by the gears 9 and 14. The gears 7 and 8 are assigned to the first transmission input shaft 3. The gears 9, 10 are associated with the second transmission input shaft 4. The gears 11, 12 are associated with the drive shaft 5. The gears 13, 14 are associated with the drive shaft 6.

The gear stages Z1 and Z3 are assigned to the first transmission input shaft 3 and the gear stages Z2 and Z4 are assigned to the second transmission input shaft 4. The first Transmission input shaft 3 associated gear stages Z1, Z3 form a first partial transmission. The second gear input shaft 4 associated gear stages Z2, Z4 form a second partial transmission. The odd gear stages Z1, Z3 and the straight gear stages Z2, Z4 are alternately power shiftable. The first gear stage Z1 is a first forward gear, the second gear Z2 is a second forward gear, the gear stage Z3 is a third forward gear and the gear stage Z4 is associated with a fourth forward gear. The power flow is conducted via the output gear 15 for the first and second forward gear via an output gear 15 and for the third and fourth gear stage or the third and the fourth forward gear. The output gears 15, 16 form power cars 17, 18. The output gears 15, 16 are arranged at the double clutch near end of the drive shafts 5, 6. The driven gears 15, 16 are rotatably with the

Drive shafts 5, 6 connected and stand vzw. with a differential engaged.

In FIGS. 2 and 3, the power flow L1, L6 of a winding turn in a double-clutch winding transmission 1 is now shown in each case, wherein the power flow winds over a plurality of gear stages Z3, Z4, Z2 or Z4.Z3, Z5. The dual-clutch winding transmission 1 shown in FIGS. 2 and 3, with minor exceptions, which will be explained in the following, substantially initially comprises the same components as the dual-clutch transmission 2 illustrated in FIG. The corresponding components have therefore been designated with the same reference numerals, may be made to the preceding embodiments.

The disadvantages mentioned in the introduction are now avoided in that the power flow L1 or L6 of the respective winding path is both via one of the first

Gear input shaft 3 associated gear stage Z3 or Z3 and Z5 as well as via a second transmission input shaft 4 associated gear stage Z2, Z4 and Z4 winds, as shown in FIGS. 2 and 3 can be seen.

The illustrated in Fig. 2 dual clutch transmission 2 respectively

Doppelkupplungswindungsgetriebe 1 differs from that shown in Fig. 1

Dual clutch transmission 2 characterized in that in addition a coupling device 19 is provided. With the coupling device 19, the gears 13 and 14 are connected to the drive shaft 6 and connectable. The coupling device 19 is designed such that the

Gear stages Z3, Z4 rotatably connected to each other. The coupling device 19 preferably produces a releasable connection between the gear stages Z3 and Z4.

The coupling device 19 preferably has a hollow shaft 19a. The hollow shaft 19a connects the adjacent gear stages Z3 and Z4. This is a connection between the first and the second partial transmission produced. The gear 14 and / or the gear 13 are preferably connected to the hollow shaft 19a via a corresponding synchronizing device (not shown) rotatably and releasably connectable. In Figs. 1 to 3 corresponding synchronizing devices for switching the gear stages Z1 to Z4 are not shown.

The translation of the first forward gear can now be generated by the fact that the gear stages Z2 and Z3 forward, that is in the original direction from the drive to the output and the fourth gear stage Z4 backwards, that is, from the output to the drive will go through. The first friction clutch is closed and the second friction clutch is open. As a result, the transmission input shaft 3 is driven by the gear 7.

Characterized in that the gear stage Z3 is driven forward, the gear stage Z4 can be driven on the drive shaft 6 via the coupling device 19, without thereby realize a rotationally fixed engagement with the drive shaft 6. The driven gear stage Z4 now drives the transmission input shaft 4 backwards. As a result, the gear stage Z2 is also driven. If the gear 12 is rotatably connected to the drive shaft 5 with a corresponding synchronizer, the power flow L1 can be fed to the output gear 15 and the drive head 17, respectively. The power flow L1 winds from the inner transmission input shaft 3 via the gear stage Z3, the coupling device 19, the gear stage Z4, the outer transmission input shaft 4 and thus the gear stage Z2 and finally via the drive shaft 5 to the driven gear 15th

The illustrated in Fig. 1 and 2 gear stage Z1 with the gears 8 and 1 1 is not used to realize the first forward gear. The dual-clutch transmission 2 or the dual-clutch transmission 1 is thereby first extended by a Windungsgang, which forms a first forward gear. The gears 8 and 11 can therefore be replaced by two gears 20 and 21, these two gears 20 and 21 now a

Gear stage Z5 for a fifth forward speed form (see Fig. 3).

The illustrated in Fig. 3 Doppelkupplungswindungsgetriebe 1 and

Dual clutch transmission 2 corresponds structurally to the dual clutch transmission 2 and the dual clutch transmission 1 of Fig. 2, wherein the gear stage Z1 has been replaced by the gear stage Z5. By rotationally fixed connection of the gear 21 to the drive shaft 5, the fifth forward gear can be engaged, the power flow is then transmitted directly from the transmission input shaft 3 via the gear stage Z5 to the drive shaft 5.

In Fig. 3, a power flow L6 of a sixth forward gear is also shown, wherein the sixth forward gear is also realized as Windungsgang. To insert the sixth Forward gear, the first friction clutch is open and the second friction clutch is closed, so that the outer transmission input shaft 4 is driven. About the gear stage Z4, the coupling device 19 is driven, which in turn now the gear 13 is driven. As a result, the gear stage Z3 is now used backwards, that is, the power flow L6 is transmitted from the gear shaft 13 associated with the drive shaft 6 to the transmission input shaft 3 associated gear 7. About the transmission input shaft 3 is finally added here in Fig. 3 newly added gear stage Z5 and thus the drive shaft 5 and the

Output gear 15 and the drive head 17 driven forward. The gear stage Z5 is therefore used for another Windungsgang, namely to produce the total ratio of the sixth forward gear. The two Windungsgänge occupy three gear stages, namely either the gear stages Z3, Z4 and Z2 for the realization of the first gear or the gear stages Z4, Z3 and Z5 for the realization of the sixth gear.

The Windungsgang the first forward gear uses an adjacent adjacent forward gear associated gear stage, namely the second forward gear associated gear stage Z2. The Windungsgang the sixth forward gear uses a neighboring one

Forward gear associated gear stage, namely the fifth forward gear associated gear stage Z5.

This respective gear stage Z2 or Z5 of the respective adjacent forward gear can be used forward, wherein the power flow L1 or L6 of one of the transmission input shaft 3 and 4 associated gear 10 and 20 on a drive shaft 5 associated gear 12 and 21 is transferable.

The "first" Windungsgang (first gear) uses the gear stage Z4 backwards, wherein the power flow L1 of the winding path via this corresponding gear stage Z4 backwards, that is transferable from the gear shaft 14 associated gear 14 to the transmission input shaft 4 associated gear 9. Die rückwärts Continuous gear stage Z4 is associated with a forward gear, namely, the fourth forward gear, which is not directly adjacent to the winding gear The first forward gear, as a winding gear, is measured at the gear ratio not adjacent to the fourth forward gear.

The "sixth" Windungsgang (sixth gear) uses the gear stage Z3 backwards, wherein the power flow L6 of the winding path via this corresponding gear stage Z3 backwards, ie from the drive shaft 6 associated gear 13 to the transmission input shaft 3 associated gear 7 is transferable continuous gear stage Z3 is assigned to a forward gear, namely the third forward gear, which is not directly is adjacent to Windungsgang. The sixth forward gear as a winding gear is measured at the gear not measured adjacent to the third forward gear.

The total ratio of the respective winding turns can be calculated so that one forms a break. In the numerator of this fraction, the individual ratios of the gear stages that are traversed forward are multiplied. In the denominator, the

Single ratios of the gear stages multiplied together, which are traversed backwards. For the "first" winding course (first gear), the result is a total gear ratio = (l ₂ × I ₃ VI _4.) For the winding gear of the sixth forward gear, the result is one

Total ratio l ₆ = (l ₄ xl ₅ ) / l ₃ . In this case, l ₂ denotes the individual translation of the

Gear stage Z2, l ₃ denotes the single gear ratio of the gear stage Z3, etc.

Thereby, a double-clutch winding transmission 1 is provided, which uses or realizes winding turns corresponding to one to two forward gears. One to two

Forward gears are therefore designed as Windungsgänge. The Windungsgänge use at least one even gear stage and at least one odd gear stage, which means it is one of the first transmission input shaft 3 associated gear stage Z3, Z5 and one of the second transmission input shaft 4 associated gear stage Z2, Z4 used, these two gear stages Z3, Z2 or Z4, Z5 are passed forward, that is, appear in the counter of the break. In addition, at most appears the single translation of a winding gear adjacent to the gear stage in the counter -here are the

Single translations l ₂ and l ₅ . Thus, only one directly adjacent to the winding passage forward gear appears in the numerator of the break. In the example, these are the individual ratios l ₂ and l _{5 of} the gear stage Z2 and the gear stage Z5.

In the denominator of the total translation of the respective Windungsganges appear only

Single ratios of gear stages associated with forward gears that are not directly adjacent to the respective winding gear. In the example of Fig. 2 and Fig. 3, this is the gear stage Z4 with the single gear ratio l ₄ and the gear stage Z3 with the single gear ratio l ₃ , which are assigned to the fourth forward gear and the third forward gear.

In the following, reference may be made to FIGS. 4 to 8. In FIGS. 4 to 8, five double-clutch winding gears 22, 23, 24, 25 and 26 are shown, in general, the following may be carried out:

Each of these Doppelkupplungswindungsgetriebe 22 to 26 has two transmission input shafts 27, 28, wherein the two transmission input shafts 27, 28 with a not shown Double clutch are connected. The two transmission input shafts 27, 28 are arranged coaxially with each other. The transmission input shaft 27 is hollow, with the transmission input shaft 28 extending through the transmission input shaft 27 therethrough.

Parallel to the two transmission input shafts 27, 28, two drive shafts 29, 30 are arranged. On each of the drive shafts 29, 30, an output gear 31, 32 is arranged. In each case, a plurality of toothed wheels are also provided, wherein the toothed wheels are arranged such that these toothed wheels arranged in a mesh form a plurality of gear stages Z2, Z3, Z4, Z5, Z6, Z7, ZR. The gear stages Z2, Z3, Z4, Z5, Z6, Z7 are each associated with a second, third, fourth, fifth, sixth and seventh forward gear. The gear stages Z2 to Z7 each have two gears, the one gear one of the two

Transmission input shafts 27, 28 is assigned and the other gear meshing arranged therefor and one of the two drive shafts 29 and 30 is assigned. The gear stage ZR for the reverse gear is in particular formed by a first, arranged on one of the two drive shafts gear, and by a second, arranged on the other drive shaft gear, which then engage with each other. Alternatively, a separate reverse gear may be provided, which is arranged on a separate auxiliary shaft and is in engagement with a transmission input shaft and a gear shaft associated with a gear.

The Doppelkupplungswindungsgetriebe 22 to 26 also have several

Synchronizing S1, S2, S3, S4, S5, S6, SX on. With the synchronizing S2 to SX the gear stages Z2 to ZR are switchable such that a plurality of forward gears are switchable, wherein at least one gear is formed as a winding passage and thereby the power flow of Windungsganges at least two, vzw. three of the gear stages Z2 to ZR winds.

In particular, the first forward gear is formed as Windungsgang in the illustrated Doppelkupplungswindungsgetrieben 22 to 26. That the first forward gear is designed as a winding passage, can be seen in FIGS. 4 to 8 that there is no gear stage Z1 for the first forward gear. The odd gear stages Z3, Z5, Z7 are associated with a transmission input shaft 27 and 28, respectively, and the straight gear stages Z2, Z4, Z6 are associated with the other transmission input shaft 28 and 27, respectively. As a result, two partial transmissions are formed. The one partial transmission has the odd gear stages Z1, Z3, etc. The other partial transmission has the straight gear stages Z2, Z4, etc. The gear stage of the reverse gear is preferably associated with the partial gear with the straight gear stages Z2, Z4, etc. It is also common to the dual-clutch torque transmissions 22 to 26 that the synchronizing devices S2 to SX are arranged in a total of six functional levels (also referred to as "component levels".) The functional levels one to three are essentially assigned to the inner transmission input shaft 28 and thus to a first partial transmission and Functional levels four to six are associated with the outer transmission input shaft 27 and thus with a second partial transmission, in which one partial transmission are the straight gear stages Z2, Z4 and / or Z6 and in the other subtransmission the odd gear ratios Z3, Z5 and / or Z7 are arranged.

The disadvantages mentioned above are now avoided by the fact that the power flow of the Windungsgänge winds both over one of the first transmission input shaft 27 associated gear stage Z2, Z4, Z6 and via a second transmission input shaft 28 associated gear stage Z3, Z5, Z7.

The use of the gear stages Z2, Z4, Z6 or Z3, Z5, Z7 for the Windungsgänge done in principle similar to that in each case in the in Figs. 2 and 3 shown

Double clutch winding gear 2.

The following may now be discussed in more detail first of the double clutch winding gear 22 with reference to FIG. 4:

The Doppelkupplungswindungsgetriebe 22 has in the first functional level

Gear stage Z3 on. The gear stage Z3 has a loose wheel 33, wherein the idler gear 33 is disposed on the transmission input shaft 28. The idler gear 33 is over the

Synchronizer S1 rotatably connected to the associated transmission input shaft 28 connectable. The synchronizing devices S1 and S3 are arranged in the second functional level. The gear stage Z3 also has a loose wheel 34. The idler gear 34 is the

Drive shaft 30 assigned. The idler gear 34 is rotatably connected to the drive shaft 30 via the synchronizer S6. The idler gear 34 is rotatably mounted on a hollow shaft 35, wherein the hollow shaft 35 with the synchronizer S6 rotatably connected to the drive shaft 30 is connected. In a third functional level, the gear stage Z5 is arranged, wherein the gear stage Z5 also has two idler gears 36, 37. The idler gear 36 is loosely disposed on the transmission input shaft 28 and rotatably connected to the double-acting synchronizer S1 with the transmission input shaft 28 connectable. The standing in meshing engagement with the idler gear 36 idler gear 37 is in turn rotationally fixed to the hollow shaft 35 is arranged. By means of the synchronizing device S6 in the fifth functional level can thus also the idler gear 37 rotatably connected to the drive shaft 30. In the functional level three, the gear stage Z7 is arranged. The gear stage Z7 has on the one hand the idler gear 36 on the inner transmission input shaft 28 and on the other a loose wheel 43, wherein the idler gear 43 of the drive shaft 29 is assigned. About the synchronizer S3, the idler gear 43 rotatably connected to the idler gear 42 of the adjacent gear stage Z6. The gear 42 is rotatably connected to a hollow shaft 44. On the hollow shaft 44, the idler gear 43 is arranged. The synchronizing device S3 is now used for non-rotatably connecting the hollow shaft 44 with the idler gear 43. The hollow shaft 44 forms together with the synchronizing device S3 a coupling device for releasably connecting the adjacent gear stages Z7 and Z6.

The drive shaft 30 and the transmission input shaft 27 is further associated with the gear stage ZR in the sixth functional level, wherein a loose wheel 38 is arranged on the drive shaft 30. The idler gear 38 is rotatably connected to the synchronizing device S6 with the drive shaft 30 connected. The idler gear 38 is in meshing engagement with a idler gear 40, wherein the idler gear 40 is driven via a fixed gear 39, wherein the fixed gear 39 on the outer

Transmission input shaft 27 and the idler gear 40 is disposed on the drive shaft 29. The fixed gear 39 is also part of the gear stage Z2, wherein the gear stage Z2 and the drive shaft 29 associated idler gear 40 has. The idler gear 40 is in the sixth functional level

arranged and rotatably connected via the synchronizer S4 in the fifth functional level with the drive shaft 29 connectable. In the function level four, a gear stage Z6 is further arranged, wherein the gear stage Z6 one of the outer transmission input shaft 27th

associated fixed wheel 41 and one of the drive shaft 29 associated idler gear 42 has. The idler gear 42 is rotatably connected to the drive shaft 29 by means of the synchronizer S4, which is preferably designed as a double-acting synchronizer S4.

The inner transmission input shaft 28 are here associated with the odd gear stages Z3 and Z5.

The power flow of the first winding is closed by closing the

Synchronizer S1 from the transmission input shaft 28 via the gear stage Z3, from there on through the gear stages Z5, Z7, Z6 and Z2 (when closed

Sychronisiervorrichtung S3) passed, wherein the synchronizing device S4, the gear stage Z2 rotatably connected to the drive shaft 29 connects. The forward gears two, three, five, six and seven are not formed as Windungsgänge.

The fourth forward gear is again designed as a winding course. For this purpose, the outer transmission input shaft 27 is driven. The thus driven gear stage Z6 transmits the power flow of the fourth forward gear on via the closed coupling device or synchronizing S3 to the gear stage Z7 and thus to the gear stage Z5. As a result, the partial transmission is changed. By closing the

Synchronizing device S6, the power flow of the fourth forward gear can now be passed to the drive shaft 30 and the output gear 32nd

In the following may be discussed in more detail on the dual clutch winding gear 23 with reference to FIG. 5:

In the functional level one, the gear stage Z2 is formed with a fixed gear 45 and with a Losra ^' d 46. The fixed gear 45 is disposed on the inner transmission input shaft 28. The idler gear 46 is disposed on the drive shaft 30. In the second functional level is the

Synchronizing arranged S5, with the synchronizer S5, the idler gear 46 rotatably connected to the drive shaft 30 is connected. In the functional level two, a parking lock wheel 47 with an associated parking lock P is arranged on the other drive shaft 29. In the third functional level, a fixed wheel 48 is arranged. The fixed wheel 48 is part of the also arranged in the third functional level gear stage Z6. The gear stage Z6 has a fixed gear 48 in a rotationally fixed engagement idler gear 49. The idler gear 49 is rotatably connected to the drive shaft 30 with the double-acting synchronizer S5 connectable. In the third functional level, the synchronizing device S3 is further arranged on the drive shaft 29. In the fourth functional level, the gear stages Z3 and ZR are arranged. The gear stage Z3 has a loose wheel 51 and a loose wheel 50. In the fourth functional level, the idler gear 50 is arranged, wherein the idler gear 50 with the synchronizer S2 rotatably connected to the outer transmission input shaft 27 is connectable. The idler gear 50 is connected as part of the gear stage Z3 meshing with a idler gear 51. The idler gear 51 is rotatably connected to a synchronizer S3 with the drive shaft 29 connectable.

On the other hand, the idler gear 50 engages in an intermediate 52 as part of a gear stage ZR. The idler gear 52 is in turn in meshing engagement with a idler gear 53. The idler gear 53 is rotatably connected to a synchronizer S6 with the adjacent idler gear 49 of the gear stage Z6. For this purpose, the idler gear 53 is arranged on a hollow shaft 54. The hollow shaft 54 is rotatably connected to the idler gear 49 and mounted on the drive shaft 30. The synchronizing device S6 now serves for non-rotatably connecting the idler gear 53 with the hollow shaft 54.

In the functional level five, the two synchronizing devices S2 and S6 are arranged. In the sixth functional level, the gear stages Z7 and Z5 are arranged. For this purpose, a loose wheel 55 is disposed on the outer transmission input shaft 27. The idler gear 55 is rotatably connected via the synchronizer S2 with the transmission input shaft 27. The idler wheel 55 is assigned to a part of the gear stage Z5 and the other part of the gear stage Z7. The gear stage Z5 also has the idler gear 56, wherein the idler gear 56 is rotatably coupled via a hollow shaft 57 with the idler gear 51. This allows the

Synchronizing device S3 are used and the idler gear 51 and at the same time the idler gear 56 rotatably coupled to the drive shaft 29. On the other drive shaft 30, a loose wheel 58 is arranged. The idler gear 58 is with the particular double-acting

Synchronizing device S6 rotatably coupled to the hollow shaft 54 and thus the gear stage Z6.

The first forward gear and the fourth forward gear are preferably formed as Windungsgänge. The first forward gear, for example, be realized in that the power flow from the outer transmission input shaft 27 by closing the

Synchronizing S2 can be transferred to the gear stage Z3 and from there via the hollow shaft 57 to the gear stage Z5 and the gear stage Z7 to the other drive shaft 30. By closing the synchronizer S6, the power flow can be further transmitted from the gear stage Z7 to the gear stage Z6, whereby the inner

Transmission input shaft 28 is driven. The power flow can also be transmitted to the drive shaft 30 by closing the synchronizing device S5 via the gearwheel stage Z2, which is also in communication with the inner transmission input shaft 28, so that finally the driven gearwheel 32 is driven.

The Windungsgang the fourth forward gear can be realized that the

Power flow from the inner transmission input shaft 28 to the gear stage Z6 and by closing the synchronizer S6 is transferable back to the gear stage Z7, whereby the gear stage Z5 is driven on the other drive shaft 29. By closing the synchronizing device S3, the power flow is finally on the

Drive shaft 29 and thus passed to the output gear 31.

In the following may be discussed in more detail on Fig. 6 and the dual clutch winding gear 24 shown there:

The Doppelkupplungswindungsgetriebe 24 has in the first Fünktionsebene

Parking lock wheel 59 on. The parking lock gear 59 is rotatably connected to the drive shaft 30. In the first functional level, a synchronizing device S5 is also arranged, which is assigned to the inner transmission input shaft 28.

In the second functional level, the gear stage Z2 is arranged with a loose wheel 60 on the inner transmission input shaft 28 and with a fixed gear 61 on the drive shaft 30. Of the another drive shaft 29 is assigned a synchronizing device S3 in the functional level two. The fixed gear 61 and the idler gear 60 form the gear stage Z2, wherein the idler gear 60 by means of the synchronizer S5 rotatably connected to the inner transmission input shaft 28 is connectable.

In the third functional level, a synchronizing device S6 is arranged on the drive shaft 30. The inner transmission input shaft 28 is assigned a fixed gear 62 in the third functional level. The fixed gear 62 is part of the gear stage Z6. The fixed gear 62 is engaged with a loose wheel 63 as a further part of the gear stage Z6. The idler gear 63 is rotatably connected to the drive shaft 29 by means of the synchronizer S3.

In the fourth functional level, the gear stages Z3 and ZR are arranged. The outer transmission input shaft 27 is assigned a loose wheel 64 as part of these two gear stages ZR and Z3. The idler gear 64 is rotatably connected by means of the synchronizer S2 with the transmission input shaft 27. The gear stage Z3 also has a loose wheel 65, wherein the idler gear 65 by means of the synchronizer S6 rotatably connected to the drive shaft 30 is connected. The gear stage ZR has an intermediate gear 66 and a loose wheel 67. The idler gear 67 is rotatably connected by means of the synchronizer S4 with the gear stage Z6, namely connectable to the idler gear 63. For this purpose, the idler gear 63 is rotatably mounted on a hollow shaft 68, wherein the idler gear 67 is also disposed on the hollow shaft 68, but only loosely. The synchronizer S4 serves to provide a rotationally fixed connection between the hollow shaft 68 and the idler gear 67 of the gear stage ZR.

The synchronizers S2 and S4 are arranged in the fifth functional level. In the sixth functional level, the gear stages Z5 and Z7 are arranged. For this purpose, a loose wheel 69 is disposed on the outer transmission input shaft 27. The idler gear 69 is rotatably releasably connected to the particular double-acting synchronizer S2 releasably connected to the outer transmission input shaft 27. The gear stage Z5 also has a loose wheel 70, wherein the idler gear 70 is rotatably coupled via a hollow shaft 71 with the idler gear 65 of the adjacent gear stage Z3. The idler gear 70 is therefore rotatably connected by means of the synchronizer S6 with the drive shaft 30. The gear stage Z7, in addition to the idler gear 69 further comprises a idler gear 72. The idler gear 72 is rotatably connected by means of the particular double-acting synchronizer S4 with the drive shaft 29. The forward gears one and four are formed as Windungsgänge; the remaining forward gears two, three, five, six and seven are formed by the associated gear stages Z2, Z3, Z5, Z6 and Z7. The first forward gear is formed as Windungsgang, wherein the power flow from the transmission input shaft 27 via the closed synchronizer S2 extends to the gear stage Z3 and is passed through the gear stages Z5 and Z7, wherein by closing the synchronizer S4, the hollow shaft 68 is driven and so on the Gear stage Z6 with closed Sychronisiervorrichtung S5 via the gear stage Z2 the drive shaft 30 is driven. The fourth forward gear is also realized as a winding, wherein the power flow is transmitted from the transmission input shaft 28 to the gear stage Z6. The power flow is conducted by closing the synchronizer S4 to the gear stage Z7, whereby the gear stage Z5 is also driven. By closing the synchronizer S6, a rotationally fixed connection with the drive shaft 30 is made, so that the output gear 32 is driven.

In the following may be discussed in more detail on the double clutch winding gear 25 with reference to FIG. 7:

In the first functional level, the gear stage Z4 is arranged with a fixed gear 73 on the inner transmission input shaft 28 and a loose wheel 74 on the drive shaft 30. In the second functional level, the gear stage Z2 with a fixed gear 75 on the inner

Transmission input shaft 28 and a loose wheel 76 disposed on the drive shaft 29. In the second functional level, the synchronizing device S5 is further arranged, wherein the idler gear 74 of the gear stage Z4 is rotatably connected to the drive shaft 30 with the synchronizing device S5.

In the functional level three, the synchronizing device S1 for non-rotatably connecting the idler gear 76 of the gear stage Z2 with the drive shaft 29 is arranged. Furthermore, in the

Function level three a fixed gear 77 disposed on the inner transmission input shaft 28. With the fixed gear 77 of the gear stage Z6 is engaged a idler gear 78. The idler gear 78 is rotatably connected by means of the synchronizer S5 with the drive shaft 30. In the

Function level four, the gear stages Z3 and ZR are arranged, wherein the gear stage Z3 and ZR have a common idler gear 79. The idler gear 79 is over the

Synchronizer S4 rotatably connected to the transmission input shaft 27 connectable.

About an idler 80 drives the idler gear 79 a idler gear 81 and thereby forms the

Gear stage ZR. The gear stage Z3 are on the other hand assigned to the drive shaft 29, a idler gear 82.

In the functional level five, the synchronizing devices S3 on the drive shaft 29, the synchronizing device S4 on the transmission input shaft 27 and 28 and the synchronizer S2 are arranged on the drive shaft 30. The synchronizing device S3 serves to non-rotatably connect the gear stage Z3 with the drive shaft 29. About the

Synchronizing device S4, the idler gear 79 rotatably connected to the transmission input shaft 27. By means of the synchronizer S2, the idler gear 81 rotatably with the gear stage Z6, in particular the idler gear 78 are connected. For this purpose, the idler gear 78 is rotatably connected to a hollow shaft 83, wherein the idler gear 81 is loosely disposed on the hollow shaft 83. By means of the synchronizing device S2, a rotationally fixed connection between the idler gear 81 and the hollow shaft 83 and thus the idler gear 78 can be created.

In the sixth functional level, the gear stages Z5 and Z7 are arranged, wherein the gear stages Z5 and Z7 share a arranged on the outer transmission input shaft 27 idler gear 84. This idler gear 84 is rotatably connected by means of the synchronizer S4 with the outer transmission input shaft 27. The gear stage Z5 has a loose wheel 85 on the drive shaft 29. The idler gear 85 is rotatably connected via a coupling 86 with the idler gear 82 of the gear stage Z3. These two gears 85 and 82 can now on the

Synchronizing device S3 rotatably connected to the drive shaft 29. The

Gear stage Z7 has a loose wheel 87, wherein the idler gear 87 on the

Synchronizer S2 rotationally fixed to the gear stage Z6, in particular the idler gear 78 is connectable. The second, third, fourth, fifth, sixth and seventh forward gear and the reverse gear are assigned to the gear stages Z2 to Z7 or ZR.

The first gear is now designed as Windungsgang, in which case the outer

Transmission input shaft 27 is driven and the closed

Synchronizing device S4, the gear stage Z3 is driven. By the coupling 86, in turn, the gear stage Z5 is driven, without producing a rotationally fixed connection with the drive shaft 29. The gear stage Z5 drives the gear stage Z7 on the other drive shaft 30, wherein via the closed synchronizer S2, the gear stage Z6 is driven. The gear stage Z6 now drives the fixed gear 77 on the inner transmission input shaft 28 and thus also the fixed gear 75 on this transmission input shaft 28, whereby the

Gear stage Z2 is driven on the drive shaft 29. About the closed

Synchronizer S1, the power flow is finally transmitted to the output gear 31.

In the following may be discussed in more detail on the double clutch winding gear 26 with reference to FIG. 8:

In the functional level one, the gear stage Z5 is arranged. The gear stage Z5 has a loose wheel 88 on the drive shaft 30 and a fixed gear 89 on the inner transmission input shaft 28. In the functional level two is a synchronizing device S5 for non-rotatable

Connecting the idler gear 88 and a hollow shaft 95 is provided. In the function level two, the gear stage ZR is also arranged for the reverse gear. The gear stage ZR has a Fixed gear 90 on the transmission input shaft 28, an intermediate gear 91 and a loose wheel 92 on the drive shaft 29 on.

In the third functional level, the synchronizing device S3 is arranged, with which the idler gear 92 rotatably connected to the gear stage Z6 is connectable. In the third functional level, the gear stage Z3 is further arranged with a fixed gear 93 on the transmission input shaft 28 and a loose wheel 94. The idler gear 94 is by means of the double-acting

Synchronizing S5 rotatably connected to the hollow shaft 95 connectable.

In the fourth functional level, the gear stage Z4 is arranged. The gear stage Z4 has a fixed gear 96 on the outer transmission input shaft 27. The gear stage Z4 also has a idler gear 97 engaged with the fixed gear 96. The idler gear 97 is rotatably connected to a synchronizer S6 with the hollow shaft 95 connectable. The

Synchronizer S6 is arranged in the fifth functional level. In the fourth functional level, the gear stage Z6 is further arranged, wherein the gear stage Z6 also uses the fixed gear 96. The gear stage Z6 is associated with a idler gear 98, wherein the idler gear 98 by means of the synchronizer S4 in the fifth functional level rotatably connected to the drive shaft 29 is connectable.

In the sixth functional level, a fixed gear 99 is disposed on the outer transmission input shaft 27, wherein the fixed gear 99 drives a idler gear 100 as part of the gear stage Z2. By means of the double-acting synchronizer S4, the idler gear 100 is rotationally fixed to the

Drive shaft 29 connectable. On the other drive shaft 30, a synchronizing device SX is arranged, wherein the hollow shaft 95 rotatably connected to the synchronizing device SX with the drive shaft 30 is connectable.

The first forward gear and the seventh forward gear are now designed here as Windungsgang. In order to shift the first forward gear, the power flow is transmitted via the inner transmission input shaft 28 to the gear stage Z3. By closing the

Synchronizer S5 is the hollow shaft 95 and by closing the

Synchronizing S6, the Za hnrad stage Z4 is driven. Because of that

Gear stage Z4 is driven, the outer transmission input shaft with the two fixed gears 96 and 99 is driven. The gear stage Z2 driven thereby transmits the power flow via the closed synchronizing device S4 to the drive shaft 29 and thus to the output gear 31.

To transmit the power flow of the seventh forward gear, the inner transmission input shaft 28 is also driven, via the gear stage Z5 and the closed synchronizer S5, the hollow shaft 95 is driven. The synchronizer S6 is further closed, so that via the gear stage Z4, the power flow is transmitted further via the outer transmission input shaft 27 to the gear stage Z6. By closing the synchronizing device S4, the power flow is in turn transmitted to the other drive shaft 29 and thus to the driven gear 31.

The Doppelkupplungswindungsgetriebe 22 to 26 preferably have a progressive Gangstufung. This progressive gear gradation can be approximated by the

Be given gear stages Z2 to Z7. There are now different combinations of how winding turns can be provided.

Ii = (l ₂ xl ₃ xl ₇ ) (x le) (see Fig. 4, 5, 7),

Ii = (l ₂ xl ₃ ) / 14 (see Fig. 2),

Further possible winding translations result from the following

Translation combinations:

U = (le) / 1 ₇ (see Fig. 4, 5, 6)

le = (l ₄ xl ₅ ) / 1 ₃ (see Fig. 3)

l ₇ = de x le V l ₄ (see Fig. 8)

These combinations of ratios are selected (see Figures 4 to 8) such that the winding path utilizes a gear stage Z2, Z3, Z4, Z5, Z6, Z7, respectively, associated with an adjacent forward gear. The gear stage Z2, Z3, Z4, Z5, Z6, Z7 of the adjacent

Forward gear is forward usable, with the power flow of one of the

Transmission input shaft 27, 28 associated gear on one of the drive shaft 29, 30th

assigned gear is transferable. This is the adjacent forward gear

power shift.

It is advantageous if the Doppelkupplungswindungsgetriebe 22 to 26 has a progressive Gangstufung. Preferably, at least one mechanical reverse gear with an associated gear stage ZR is present. There can be four actuators or

Synchronization S1, S2, S3, S4, S5, S6 and / or SX be provided for gear selection. The goal is to have as few as possible of the forward gears with more than two gear stages Z2 to Z7 or two tooth engagements in the power flow between the engine and the wheel. The Windungsgang uses one of the gear stages Z2, Z3, Z4, Z5, Z6, Z7 backwards, wherein the power flow of Windungsganges on the corresponding gear stage Z2, Z3, Z4, Z5, Z6, Z7 backwards, that is assigned by one of the drive shaft 29, 30 Gear on one the transmission input shaft 27, 28 (or 3, 4) associated gear is transferable. This at least one backward gear stage Z2, Z3, Z4, Z5, Z6, Z7 is a

Assigned forward gear, which is not directly adjacent to Windungsgang. The im

Windungsgang used, forward traversed gear stage Z2, Z3, Z4, Z5, Z6, Z7 of a transmission input shaft 3, 4; 27, 28 and the reverse gear used in the winding gear stage Z2, Z3, Z4, Z5, Z6, Z7 of the other transmission input shaft 4.3 and 28.27 are via a synchronizer S1, S2, S3, S4, S5, S6, SX and / or a hollow shaft 19 a, 44, 54, 68, 83, 95 rotatably connected or connectable with each other.

LIST OF REFERENCE NUMBERS

Doppelkupplungswindungsgetriebe

Double clutch

Transmission input shaft

drive shaft

gear

output gear

Triebkopf

coupling device

hollow shaft

gear

Doppelkupplungswindungsgetriebe

Transmission input shaft

drive shaft

output gear

Losrad Losrad

Hollow shaft loose wheel

Losrad

Fixed gear Losrad

Losrad

Hollow shaft fixed gear loose wheel

Parking lock wheel Fixed gear Losrad

Losrad

Losräd

Idler gear

Hollow shaft loose wheel

Losrad

Hollow shaft loose wheel

Parking lock gear Losrad Fixed gear Fixed gear Losrad Idlerrad

Idler idler idler gear idler idler gear idler gear

hollow shaft 72 idler gear

73 fixed wheel

74 idler gear

75 fixed wheel

76 idler gear

77 fixed wheel

78 idler gear

79 idler gear

80 intermediate wheel

81 idler gear

82 idler gear

83 hollow shaft

84 idler gear

85 idler gear

86 coupling

87 idler gear

88 idler gear

89 fixed wheel

90 fixed wheel

91 intermediate wheel

92 idler gear

93 fixed wheel

94 idler gear

95 hollow shaft

96 fixed wheel

97 idler gear

98 idler gear

99 fixed wheel

100 idler gear

L1 power flow

L6 power flow

Z1 gear stage

Z2 gear stage

Z3 gear stage

Z4 gear stage

Z5 gear stage Z6 gear stage

Z7 gear stage

ZR gear stage

51 Synchronizing device

52 synchronizing device

53 Synchronizing device

54 Synchronizing device

55 Synchronizing device

56 Synchronizing device SX 'synchronizing device

P parking lock

Claims

claims

1. A dual-clutch winding transmission (1, 22, 23, 24, 25, 26) for a motor vehicle having a first transmission input shaft (3, 27), with a second transmission input shaft (4, 28), with at least one drive shaft (5, 6, 29, 30), with a plurality of gears (7 to 14) and with a plurality of synchronizing devices (S1, S2, S3, S4, S5, S6, SX), wherein the first transmission input shaft (3, 27) via a first friction clutch and the second

Transmission input shaft (4, 28) via a second friction clutch with a drive motor is connected or connected, wherein the gears (7 to 14) are arranged in meshing so that these meshing arranged gears (7 to 24) a plurality of gear stages (Z2, Z3, Z4, Z5, Z6, Z7, ZR), wherein with the synchronizing devices (S2, S3, S4, S5, S6, SX) the gear stages (Z2, Z3, Z4, Z5, Z6, Z7, ZR) are switchable such that several Forward gears are switchable, with at least one forward gear than

Windungsgang is formed and thereby the power flow (L1, L6) of the

Windungsganges over at least two gear stages (Z2, Z3, Z4, Z5, Z6, Z7, ZR) winds, the forward gears associated gear stages (Z2 to Z7) each one of the drive shaft (5, 6, 27, 28) associated and one of the Having gear input shaft (3,4) associated gear, characterized in that the power flow (L1, L6 or L1, L4 or L1, L7) of Windungsganges both via one of the first transmission input shaft (3, 27) associated with gear stage (Z2, Z3.Z4, Z5, Z6, Z7) as well as via one of the second transmission input shaft (4, 28) associated gear stage (Z2, Z3, Z4, Z5, Z6, Z7) winds.

2. Doppelkupplungswindungsgetriebe according to claim 1, characterized in that the Windungsgang uses an adjacent forward gear associated gear stage (Z2, Z3, Z4, Z5, Z6, Z7).

3. Doppelkupplungswindungsgetriebe according to the preceding claim, characterized

characterized in that the gear stage (Z2, Z3, Z4, Z5, Z6, Z7) of the adjacent forward gear is forward usable, wherein the power flow (L1, L6) of one of the transmission input shaft (3, 4; 27, 28) associated with a gear the drive shaft (29, 30) associated gear is transferable.

4. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that the Windungsgang uses a gear stage (Z2, Z3, Z4, Z5, Z6, Z7) backward, wherein the power flow (L1, L6) of the Windungsganges over the corresponding gear stage (Z2, Z3, Z4, Z5, Z6, Z7) backwards, ie from one of the drive shaft (5, 6, 29, 30) associated with gear on a transmission input shaft (27, 28, 3, 4) associated with the gear is transferable ,

5. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that the Windungsgang at least one reverse gear stage (Z2, Z3, Z4, Z5, Z6, Z7) uses, which traversed backwards

Gear stage (Z2, Z3, Z4, Z5, Z6, Z7) is associated with a forward gear, which is not directly adjacent to Windungsgang.

6. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that the first forward gear is formed as Windungsgang.

7. Doppelkupplungswindungsgetriebe according to the preceding claim, characterized

in that the winding gear of the first forward gear utilizes the gear stage (Z2) associated with the second forward gear, this gear step being passed forwards.

8. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that the fourth forward gear is formed as Windungsgang.

9. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that seven forward gears and a mechanical reverse gear are provided.

10. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that five gear stages (Z2, Z3, Z4, Z5, Z6 and Z7) the

Forward gears are assigned and a gear stage (ZR) is associated with the reverse gear.

11. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that a double-geometric gear gradation is approximately realized.

12. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that a progressive Gangstufung is approximately realized.

13. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that no more than four synchronizing devices (S1, S2, S3, S4, S5, S6, SX) are provided, wherein the synchronizing devices (S1, S2, S3, S4, S5, S6, SX) are at least partially designed as double-acting synchronizing devices (S1, S2, S3, S4, S5, S6, SX).

14. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that the Windungsgang not more than two gear stages (Z2, Z3, Z4, Z5, Z6, Z7) per transmission input shaft (3, 4, 27, 28) uses.

15. Doppelkupplungswindungsgetriebe according to any one of the preceding claims, characterized in that the used in the winding passage, forward traversed

Gear stage (Z2, Z3, Z4, Z5, Z6, Z7) of a transmission input shaft (3, 4, 27, 28) and the reverse gear used in the winding gear stage (Z2, Z3, Z4, Z5, Z6, Z7) of the other transmission input shaft ( 4.3, 28, 27) can be connected to one another in a rotationally fixed manner or can be connected to one another via a synchronizing device (S1, S2, S3, S4, S5, S6, SX) and / or a hollow shaft (19a, 44, 54, 68, 83, 95) ,